Safety car equipment



Q Jan. 31, 1933. c MccUNE 1,895,475

SAFETY CAR EQUIPMENT Filed Jan. 10. 1930 F g1. 16 m mvrzwroa j JOSEPH C.-Mc GUNE ATTORNEY Patented Jan. 31, 1933 STATES PATENT OFICE JOSEPH C. MCCUNE, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF *ILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA SAFETY CAR EQUIPMENT Application filed January 10, 1930. Serial No. 419,839.

This invention relates to fluid pressure brake and car door controlling apparatus and more particularly to safety car control equipment.

The principal object of my invention is to provide an equipment embodying improved means for preventing the opening of the door or doors of a car until the speed of the car has been reduced to a very low degree, or with the car practically at a stop.

In the accompanying drawing; Figure 1 is a diagrammatic view, partly in section, of a portion of an equipment embodying my invention; Figure 2 is a sectional development view of the car door controlling valve device; and Figure 3 is a fragmentary sectional view of the brake valve device, showing the rotary valve thereof in emergency position.

As shown in the drawing, the equipment may comprise a brake valve device 1, a door controlling valve device 2, a door engine 3, a main reservoir 4, a magnet switch device 5, a magnet valve device 6, a motor 7 for driving the car, and a controller 8.

The brake valve device 1 may comprise a casing having a chamber 9 which is constantly connected to the main reservoir 4 through amain reservoir pipe 10, and which contains a rotary valve 11 adapted to be operated through the medium of the usual handle 12 and operating stem 13.

The door controlling valve device 2may comprise a casing having a chamber 14 which is constantly connected to the main reservoir 4 through the main reservoir pipe 10, and which contains a rotary valve 15 adapted to be operated through the medium of the usual handle 16 and operating stem 17.

The door engine 3 may be of the usual type comprising a casing having door opening and door closing pistons 18 and 19, respectively, which are operatively connected together by a toothed bar 20 which operatively engages the remaining portion of the usual door operating mechanism (not shown).

The magnet switch device 5 may comprise a magnet 21 and a switch contact member 22 controlled by the magnet. One terminal of this magnet is permanently connected to ground at 23 and the other terminal is connected to a contact terminal 24, with which a contact 25 of the controller 8 is adapted to engage in a power-on position of the controller. In the diagrammatic View of the controller 8, only one contact 25 is shown, but it will be understood that any number of such contacts may be provided for controlling the current to the car motor 7. The magnet switch device also comprises oppositely disposed spaced contacts 26 and 27, into engagement with which the contact member 22 is shifted by the magnet when the magnetis energized. Above these contacts, there are like contacts 28 and 29, into engagement with which the contact member 22 is shifted by the pressure of a spring 30 upon the deenergization of the magnet 21.

The contact 27 of the magnet switch device is connected, through a wire 31, to the main power line leading from the trolley pole 32, the wire 31 being connected to a contact terminal 33 in the controller 8, and the contact 29 being connected to one terminal of the car motor 7 through a wire 34, the other terminal of the motor being permanently connected to the ground at 35. For conducting current to the Wire 34 for operating the car motor, there is a wire 36 connected to the wire 34 and to a contact 37 in the controller.

The magnet valve device 6 may comprise a magnet 38 and a valve 39 controlled by the magnet, said valve being contained in a chamber 40 in the casing of the device, which chamber is connected to the seat for the door controlling rotary valve 15 through a pipe 41. Contained in a chamber 42 in the casing, is a spring 43, the pressure of which tends, at all times, to urge the valve 39 from its seat. The chamber 42 is constantly connected to the main reservoir pipe 10.

One terminal of the magnet 38 is constantly connected to the ground at 44, and the other terminal is connected to the contact 26 of the magnet switch device 5 through Wires 45 and 46, there being a resistance element 47 interposed in the wire 46. This latter terminal of the magnet 38 is also connected to the contact 28 of the magnet switch device 5 through the wire 45 and a wire 48,

said wire 48 providing for a circuit around the resistance 47.

Assuming now that the brake valve device 1 is in release position, the door controlling valve device is in door closed position, and the controller is in a power-on position.

With the controller 8 in any power-on position, current flows from the trolley wire 49 or other current supply source through the main power line to the wire 31 and contact 33 and from thence through the cont-act 25 of the controller, contact 37, wire 36, wire 34, through the car motor 7 and then to ground 35, thus completing the motor circuit, which causes the motor to operate to drive the car.

From the contact 25, current flows through the contact 24 and through the magnet 21 to ground 23, thus completing the magnet circuit, causing the magnet to be energized. The magnet 21, being thus energized, maintains the contact member 22 in engagement with the contacts 26 and 27 against the pressure of the spring 30, thus: closing the circuit through the magnet 38 of the magnet valve device 6 through the main power line from the trolley pole 32, wire 31, switch contact 27, contact member 22, switch contact 26, wire 46, resistance 47, wire 45, through magnet 38 and to ground 44.

Current flowing through this circuit energizes the magnet 38 and the magnet thus energized maintains the valve 39 seated against the pressure of the spring 43, thus preventing the flow of fluid from the cha ber 42 to the chamber 40.

With the brake valve device 1 in release position and the door controlling valve device in door closed position, fluid under pressure from the rotary valve chamber 9 in the brake vali e device, as supplied from the main reservoir, flows to the door closing piston chamber in the door engine 3 through the emergency passage and pipe 51, a cavity in the door controlling rotary valve 15 and I a passage and pipe 53. The door opening piston chamber 54 in the door engine is vented to the atmosphere through a pipe and passage 55, a cavity 56 in the door controlling rotary valve 15 and apassage 57.

When the door controlling valve device 2 is moved to door open position, the passage 41 is connected to the door opening passage through a cavity 58 in the door controlling rotary valve 15, and the door closing piston chamber 50 is connected. to the atmosphere through pipe and passage 53, a cavity 59 in the door controlling rotary valve 15.

If the car is in motion and the controller 8 is in any power-on position, and the door controlling valve device 2 should be moved to door open position, the door engine 3 will not be operated to open the car door. since the magnet 38 of the magnet valve device 6 is energized and thereby maintains the valve 39 seated against the pressure of the spring 43,

thus preventing the flow of fluid under pressure from the chamber 43 to the valve cham ber 40 and pipe 41.

W ith the door closing piston chamber 50 thus vented to the atmosphere, the door will be balanced, so that if desired it may be man ually opened. a

If it is desired to render the car motor 7 ineffective to drive the car, the cont-roller 8 is moved to power-off position, in which the contact 25 is out of engagement with the contacts 24, 33 and 37, so that the motor circuit and the circuit through the magnet 21 of the magnet switch device 5 are both opened.

Upon the opening of the magnet circuit, the magnet 21 is deenergized and the pres sure of the spring 30 causes the contact member 22 to move upwardly and connect the switch contacts 28 and 29, thus cutting the magnet 38 of the magnet valve device 6 in circuit with the car motor 7.

The momentum of the car causes the car motor to be driven and the counter E. M. F. of the motor causes an electrie current to flow through wire 34, switch contact 29, contact member 22, switch contact 28, wires 48 and 45, through magnet 38 of the magnet valve device 6 and through ground to the motor, which causes the magnet 38 to be maintained energized and consequently the valve 39 seated, so that, if the door controlling valve device should be operated to door open position, the door engine will not be caused to operate to open the car door.

When the speed of the car is reduced to a very low degree, or with the car-practically ata stop, the counter E. M. F. of the motor is not suflicient to maintain the magnet 38 of the magnet valve device 6 energized and the pressure of the spring 43 will cause the valve 39 to be unseated. Now, if the door controlling valve device is in door open position, fluid under pressure from the main reservoir 4 is supplied to the door opening position chamber 54 in the door engine through main reservoir pipe 10, spring chamber 43 in the magnet valve device 6, past the unseated valve 39, through valve chamber 40, pipe and passage 41, cavity 58 in the door controlling rotary valve 15 and passage and pipe 55.

With the door closing piston chamber 50 connected to the atmosphere as before described, fluid under pressure thus supplied to the door opening piston chamber 54 causes the door engine to operate to open the door.

Should the doorcontrolling valve device 2 be in door closed position when the valve 39 of the magnet valve device 6 is unseated, the door engine 3 will not be operated to open the car door, since the passage 41 is blanked by the door controlling rotary valve and fluid under pressure is supplied from the emergency pipe 51 to the door closing piston chamber 50. Now, if it is desired to-open the car door,

the door controlling valve device must be moved to door open position.

WVhen the brake valve device 1 is moved to emergency position to effect an emergency application of the brakes, fluid under pressure in the emergency pipe and passage 51 flows to the atmosphere through a cavity 60 in the rotary valve 11 of the brake valve device 1 and a passage 61 and since, with the door controlling valve device in door closed position, the door closing passage and pipe 53 is connected to the emergency pipe 51 through the cavity 52 in the door controlling rotary valve 15, fluid under pressure in the door closing piston chamber 50 in the door engine 3 is vented to the atmosphere along with the pressure of fluid from the emergency pipe. Now, since the door opening piston chamber is vented to the atmosphere by way of pipe and passage 55, cavity 56 in the door controlling rotary valve and passage 57, the car door will be balanced so that it may be opened or closed manually.

It will be seen from the foregoing description that, when the controller is in any power-on position, or when the speed of the car is such that it would be dangerous to open the car door, the magnet 38 of the magnet valve device 6 will be energized, causing the valve 39 to seat and close ofl' the supply of fluid under pressure to the door controlling valve device 2, thus rendering the door controlling valve device inefl'ective to initiate. the opening of the door until such time as the speed of the car is reduced to a very slow degree or the car stopped.

While one illustrative embodiment of my invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the open ing of a door of the vehicle, of a valve device for controlling the supply of fluid under pressure to said door engine, and electrically controlled valve means for controlling communication through which fluid under pressure is supplied to said valve device.

2. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, of a valve device for controlling the supply of fluid under pressure to said door engine, electrically controlled valve means for controlling communication through which fluid under pressure is supplied to said valve device, and electrical means for controlling the operation of said electrically controlled valve means.

3. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, of a valve device for controlling the supply of fluid under pressure to said door engine, electrically controlled valve means for controlling communication through which fluid under pressure is supplied to said valve device, and electrical means for controlling the operation of said electrically controlled valve means according to the speed of the vehicle.

4. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, a manually operative valve device adapted to establish communication through which fluid under pressure is adapted to be supplied to said door engine, and electrically controlled means operative to control the supply of fluid under pressure to said door engine.

5. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, of electr cally controlled means adapted. when energized, to supply fluid under pressure for eflec'ing the operation of said door engine to open the door and operative upon deenergization to close of? the supply of fluid under pressure, and a valve device operative manually for controlling the supply of fluid under pressure from said electrically controlled means to said door engine.

6. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, of electrically controlled means adapted, when energ zed, to supply fluid under pressure for effecting the operation of said door engine to open the door and operative, upon deenergi- Zation, to close off the supply of fluid under pressure, and a manually operative valve device having a door open position for establishing communication through which fluid under pressure is adapted to be supplied to the door engine from saidelectrically controlled means and having-a door closed position for closing said communication.

' 7. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for eflecting the opening of a door of the vehicle, of a manually operative valve device adapted to establish communication through which fluid under pressure is adapted to be supplied to said door engine, a fluid pressure supply source, and electrically controlled means interposed between said valve device and fluid pressure supply source operative to control the supply of fluid under pressure to said door engine.

8. In a controlling apparatus for a vehicle, the combination with a door engine operative by fluid under pressure for effecting the opening of a door of the vehicle, of a manually operative valve device adapted to establish communication through which fluid under pressure is supplied to said door engine, an electric motor for driving the vehicle, and means controlled by the counter electromotive force of said motor for controlling the supply of fluid under pressure to said valve device.

9." In a controlling apparatus for a motor driven vehicle, the combination with a mcchanism for controlling a door of the vehicle, of electrically controlled means adapted when energized to prevent the operation of said mechanism to open the vehicle door, a source of electric current, an electrically controlled switch device adapted, when energized, to close a circuit through said source of current and said electrically controlled means for energizingthe electrically controlled means and when deenergized, to open said circuit and close another circuit controlled according to the counter eleetro-motive force of the vehicle motor for maintaining the electrically controlled means energized, and means operative to control the energization and deenergization of said electrically controlled switch device.

10. In a controlling apparatus for a motor driven vehicle, the combination with a mechanism for controlling a door of the vehicle, of electrically controlled means adapted, when energized, to prevent the operation of said mechanism to open the vehicle door, a source of electrical current, an electrically controlled switch device adapted, when energized, to close a circuit through said source of current and said electrically controlled means for en ergizing the electrically controlled means and when deenergized, to open said circuit and close another circuit controlled according to the counter electro-motive force of the vehicle motor for maintaining the electrically controlled means energized, and a motor controller operative to control the energization and deenergization of said electrically controlled switch device.

11. In a controlling apparatus for a motor driven vehicle, the combination with a mechanism for controlling a door of the vehicle, of electrically controlled means adapted, when energized, to prevent the operation of said mechanism to open the vehicle door, a source of electric current, an electrically controlled switch device adapted, when encrgized, to close a circuit through said source of current and said electrically controlled means for energizing the electrically controlled means and when deenergizcd, to open said circuit and close another circuit controlled according to the counter electromotive force of the vehicle motor for maintaining the elecof electric current, an electrically controlled H switch device adapted, when energized, to close a circuit through said source of current and said electrically controlled means for energizing the electrically controlled means and when deenergized, to open said circuit and close another circuit controlled according to the counter electromotive force of the vehicle motor for maintaining the electrically controlled means energized until the speed of the vehicle is reduced. to a predetermined low degree, and means operative to control the energization and deenergization of said elecly controlled 5 'itch device.

13. In a controlling apparatus for a ve hicle, the combination with an electric motor for driving the vehicle, a source of electric current, a mechanism for controlling a door of the vehicle, electrically controlled means adapted, when energized, to prevent the operation of said mechanism to open the door, I

an electrically controlled switch device adapted, when energized, to close a circuit through said source of current and electrically controlled means to effect the energization of said electrically controlled means and adapted. when deenergized, to open said circuit and close another circuit controlled according to the counter electro-motive force of said motor to maintain said electrically controlled means energized, and means operative to cut said source of current into and out of circuit with said motor and electrically controlled switch device.

14. In a controlling apparatus for a vehicle, the combination with an electric motor for driving the vehicle, a source of electric current, a mechanism for controlling a door of the vehicle, electrically controlled means adapted, when enes ized, to prevent the operation of said mechanism to open the door, and an electrically controlled switch device adapted, when energized, to close a circuit through said source of current and electrically controlled means to effect the energization of said electrically controlled means and adapted, when deenergized, to open said circuit and close another circuit controlled according to the counter electromotive force of said motor to maintain said electrically controlled means energized, and means operative to one position to out said source of current in circuit with said motor and electrically controlled switch device and operative to another position to out said source of current out of circuit with said motor and electrically controlled switch device.

15. In a controlling apparatus for a vehicle, the combination with an emergency pipe, of a brake valve device operative to supply fluid under pressure to and release fluid under pressure from the emergency pipe, and a door controlling valve device having a door closed position in which the door opening side of the door engine is connected to the atmosphere and in which communication is established through which fluid under pressure is supplied from the emergency pipe to the door closing side of the door engine to maintain the door closed and through which fluid under pressure is released from the door closing side of the door engine to the emergency pipe to eiiect the balancing of said door.

16. In a controlling apparatus for a vehicle, the combination with an emergency pipe, of a brake valve device having a release position in which fluid under pressure is supplied to the emergency pipe and an emergency position in which fluid under pressure is released from said emergency pipe, and a door controlling valve device having a door closed position in which the door opening side of the door engine is connected to the atmosphere and in which communication is established through which fluid under pressure is supplied from the emergency pipe to the door closing side of the engine when the brake valve device is in release position to maintain the door closed and through which fluid under pressure is released from the door closing side of the engine when the brake valve device is in emergency position.

17. In a controlling apparatus for a vehicle, the combination with a door engine for controlling the door of the vehicle, of an emergency pipe through which fluid under pressure is supplied to the door closing side of said engine to maintain the engine in its door closed position and through which fluid under pressure is released from the door closing side of the engine to balance said door, a brake valve device operative to supply fluid under pressure to and release fluid under pressure from said emergency pipe and engine, and a door controlling valve device operative to control communication through which fluid under pressure is supplied to and released from said door engine.

In testimony whereof I have hereunto set my hand, this 7th day of January, 1930.

JOSEPH C. MoCUN E. 

